U.S. patent number 8,180,502 [Application Number 12/219,842] was granted by the patent office on 2012-05-15 for apparatus and program for navigation.
This patent grant is currently assigned to DENSO CORPORATION. Invention is credited to Taichi Satoh.
United States Patent |
8,180,502 |
Satoh |
May 15, 2012 |
Apparatus and program for navigation
Abstract
A navigation apparatus defines a detection area for detecting a
weather phenomenon as a predetermined range around a travel route
that is designated as an area setting object. By referring to
weather information acquired from external sources through
communication, whether or not a weather warning exists in the
detection area is determined. If the determination is affirmative,
the weather phenomenon is considered as influential in the
detection area, and the detection result is provided for a user.
More practically, the travel route, the detection area and an
affecting area of the weather warning are displayed on a display
unit.
Inventors: |
Satoh; Taichi (Kariya,
JP) |
Assignee: |
DENSO CORPORATION (Kariya,
JP)
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Family
ID: |
40347309 |
Appl.
No.: |
12/219,842 |
Filed: |
July 29, 2008 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20090043500 A1 |
Feb 12, 2009 |
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Foreign Application Priority Data
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Jul 31, 2007 [JP] |
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2007-199266 |
Jul 16, 2008 [JP] |
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2008-185105 |
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Current U.S.
Class: |
701/1; 702/3 |
Current CPC
Class: |
G01C
21/3461 (20130101) |
Current International
Class: |
G05D
1/00 (20060101) |
Field of
Search: |
;701/2,1 ;702/3
;707/9 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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A-07-105491 |
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Apr 1995 |
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JP |
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A-08-101040 |
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Apr 1996 |
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JP |
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A-10-307042 |
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Nov 1998 |
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JP |
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A-2000-193469 |
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Jul 2000 |
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JP |
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A-2000-258174 |
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Sep 2000 |
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JP |
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A-2001-110000 |
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Apr 2001 |
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JP |
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A-2002-131064 |
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May 2002 |
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JP |
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A-2003-004465 |
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Jan 2003 |
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JP |
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A-2005-181272 |
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Jul 2005 |
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JP |
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A-2006-084250 |
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Mar 2006 |
|
JP |
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A-2007-163442 |
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Jun 2007 |
|
JP |
|
Other References
Notification of Reason(s) for Rejection issued from the Japanese
Patent Office on Aug. 6, 2009 in the corresponding Japanese patent
application No. 2008-185105 (and English translation). cited by
other.
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Primary Examiner: Hellner; Mark
Attorney, Agent or Firm: Posz Law Group, PLC
Claims
What is claimed is:
1. A navigation apparatus comprising: a travel route determination
unit for determining a travel route of a vehicle; a detection area
defining unit for defining a detection area, wherein the detection
area is defined as an area that is within a predetermined range
from the travel route determined by the travel route determination
unit, and wherein whether or not noteworthy weather phenomenon in
the detection area affects the vehicle is detected; a weather
information obtaining unit for obtaining weather information that
is set to a first sectional unit on a map; and a determination unit
for deciding whether or not an affecting area is at least partially
existing in the detection area defined by the detection area
defining unit with reference to the weather information, wherein
the affecting area is made up of the first sectional unit to which
the noteworthy weather phenomenon is set, and wherein the
determination unit determines that the weather phenomenon
corresponding to the affecting area is affecting when the affecting
area is at least partially existing in the detection area, wherein
the detection area defining unit uses the detection area from a
second sectional unit on the map, the detection area defining unit
defines the second sectional unit for composing the detection area
as a smaller area than the first sectional unit for composing the
affecting area.
2. The navigation apparatus of claim 1, wherein the detection area
defining unit defines the detection area as an area that includes a
predetermined distance from a current position of the vehicle.
3. The navigation apparatus of claim 1, wherein the detection area
defining unit further defines the second sectional unit for
composing the detection area as a grid area divided by longitude
and latitude.
4. The navigation apparatus of claim 1, wherein the detection area
defining unit further defines the second sectional unit for
composing the detection area as a circular area.
5. The navigation apparatus of claim 1, wherein the detection area
defining unit further defines the second sectional unit for
composing the detection area as a polygonal area.
6. A navigation apparatus comprising: a travel route determination
unit for determining a travel route of a vehicle; a detection area
defining unit for defining a detection area, wherein the detection
area is defined as an area that is within a predetermined range
from the travel route determined by the travel route determination
unit, and wherein whether or not noteworthy weather phenomenon in
the detection area affects the vehicle is detected; a weather
information obtaining unit for obtaining weather information that
is set to a first sectional unit on a map; and a determination unit
for deciding whether or not an affecting area is at least partially
existing in the detection area defined by the detection area
defining unit with reference to the weather information, wherein
the affecting area is made up of the first sectional unit to which
the noteworthy weather phenomenon is set, and wherein the
determination unit determines that the weather phenomenon
corresponding to the affecting area is affecting when the affecting
area is at least partially existing in the detection area, wherein
the detection area defining unit defines the detection area in
accordance with a distance from the current position of the
vehicle, the detection area is configured to be broader in
proportion to the distance from the current position of the
vehicle.
7. A navigation apparatus comprising: a travel route determination
unit for determining a travel route of a vehicle; a detection area
defining unit for defining a detection area, wherein the detection
area is defined as an area that is within a predetermined range
from the travel route determined by the travel route determination
unit, and wherein whether or not noteworthy weather phenomenon in
the detection area affects the vehicle is detected; a weather
information obtaining unit for obtaining weather information that
is set to a first sectional unit on a map; and a determination unit
for deciding whether or not an affecting area is at least partially
existing in the detection area defined by the detection area
defining unit with reference to the weather information, wherein
the affecting area is made up of the first sectional unit to which
the noteworthy weather phenomenon is set, and wherein the
determination unit determines that the weather phenomenon
corresponding to the affecting area is affecting when the affecting
area is at least partially existing in the detection area, wherein
the detection area defining unit defines the detection area in
accordance with a travel time from the current position of the
vehicle, the detection area is configured to be broader in
proportion to the travel time from the current position of the
vehicle.
8. A navigation apparatus comprising: a travel route determination
unit for determining a travel route of a vehicle; a detection area
defining unit for defining a detection area, wherein the detection
area is defined as an area that is within a predetermined range
from the travel route determined by the travel route determination
unit, and wherein whether or not noteworthy weather phenomenon in
the detection area affects the vehicle is detected; a weather
information obtaining unit for obtaining weather information that
is set to a first sectional unit on a map; and a determination unit
for deciding whether or not an affecting area is at least partially
existing in the detection area defined by the detection area
defining unit with reference to the weather information, wherein
the affecting area is made up of the first sectional unit to which
the noteworthy weather phenomenon is set, and wherein the
determination unit determines that the weather phenomenon
corresponding to the affecting area is affecting when the affecting
area is at least partially existing in the detection area, wherein
the detection area defining unit defines the detection area that
corresponds to a route point on the travel route in accordance with
a size of the affecting area of the weather phenomenon, the
detection area that corresponds to the route point on the travel
route is modified in accordance with the size of the affecting area
of the weather phenomenon.
9. A navigation apparatus comprising: a travel route determination
unit for determining a travel route of a vehicle; a detection area
defining unit for defining a detection area, wherein the detection
area is defined as an area that is within a predetermined range
from the travel route determined by the travel route determination
unit, and wherein whether or not noteworthy weather phenomenon in
the detection area affects the vehicle is detected; a weather
information obtaining unit for obtaining weather information that
is set to a first sectional unit on a map; and a determination unit
for deciding whether or not an affecting area is at least partially
existing in the detection area defined by the detection area
defining unit with reference to the weather information, wherein
the affecting area is made up of the first sectional unit to which
the noteworthy weather phenomenon is set, and wherein the
determination unit determines that the weather phenomenon
corresponding to the affecting area is affecting when the affecting
area is at least partially existing in the detection area, wherein
the detection area defining unit defines the detection area that
corresponds to the current position of the vehicle in accordance
with a predetermined speed of the vehicle when the vehicle has
traveled for a predetermined period at a speed that is equal to or
under the predetermined speed, the detection area that corresponds
to the current position of the vehicle is modified in accordance
with the predetermined speed of the vehicle when the vehicle has
continuously traveled for a predetermined period of time at a speed
that is equal to or under the predetermined speed.
10. A navigation apparatus comprising: a travel route determination
unit for determining a travel route of a vehicle; a detection area
defining unit for defining a detection area, wherein the detection
area is defined as an area that is within a predetermined range
from the travel route determined by the travel route determination
unit, and wherein whether or not noteworthy weather phenomenon in
the detection area affects the vehicle is detected; a weather
information obtaining unit for obtaining weather information that
is set to a first sectional unit on a map; and a determination unit
for deciding whether or not an affecting area is at least partially
existing in the detection area defined by the detection area
defining unit with reference to the weather information, wherein
the affecting area is made up of the first sectional unit to which
the noteworthy weather phenomenon is set, and wherein the
determination unit determines that the weather phenomenon
corresponding to the affecting area is affecting when the affecting
area is at least partially existing in the detection area, wherein
the detection area defining unit defines the detection area that
corresponds to the current position of the vehicle in accordance
with a speed limit of the current position, the detection area that
corresponds to the current position of the vehicle is modified in
accordance with the speed limit.
11. A navigation apparatus comprising: a travel route determination
unit for determining a travel route of a vehicle; a detection area
defining unit for defining a detection area, wherein the detection
area is defined as an area that is within a predetermined range
from the travel route determined by the travel route determination
unit, and wherein whether or not noteworthy weather phenomenon in
the detection area affects the vehicle is detected; a weather
information obtaining unit for obtaining weather information that
is set to a first sectional unit on a map; and a determination unit
for deciding whether or not an affecting area is at least partially
existing in the detection area defined by the detection area
defining unit with reference to the weather information, wherein
the affecting area is made up of the first sectional unit to which
the noteworthy weather phenomenon is set, and wherein the
determination unit determines that the weather phenomenon
corresponding to the affecting area is affecting when the affecting
area is at least partially existing in the detection area, wherein
the detection area defining unit defines the detection area that
corresponds to a route point on the travel route in accordance with
a type of the weather phenomenon, the detection area that
corresponds to the route point on the travel route is modified in
accordance with the type of the weather phenomenon.
12. The navigation apparatus of claim 1, wherein the detection area
defining unit defines the detection area as a range that is
centered around a waypoint on the travel route when the waypoint
exists on the travel route.
13. The navigation apparatus of claim 12, wherein the detection
area defining unit defines the detection area according to a type
of the waypoint.
14. The navigation apparatus of claim 1, wherein the detection area
defining unit defines the detection area as a predetermined range
that corresponds to a multi-pass point when the travel route having
been searched has the multi-pass point that is traveled through at
least twice by the vehicle.
15. The navigation apparatus of claim 14, wherein the detection
area defining unit re-defines the detection area that corresponds
to the multi-pass point after the vehicle has passed the multi-pass
point.
16. The navigation apparatus of claim 1 further comprising: a
display unit for displaying various information for a user; a
control unit for controlling the display unit to display
determination information that the weather phenomenon is determined
to be affecting by the determination unit when weather phenomenon
has the affecting area that is at least partially existing in the
detection area.
17. The navigation apparatus of claim 16, wherein the control unit
controls the display unit to display at least the travel route, the
detection area and the affecting area as the determination
information.
18. The navigation apparatus of claim 16 further comprising: a map
information obtaining unit for obtaining map information, wherein
the display unit is capable of displaying the map information
obtained by the map information obtaining unit, and the control
unit controls the display unit to display the map based on the map
information obtained by the map information obtaining unit, and
controls the display unit to display the determination unit.
19. The navigation apparatus of claim 1 wherein a program stored in
a storage medium of a computer controls the computer to be serving
as the detection area defining unit and the determination unit.
20. The navigation apparatus of claim 16 wherein a program stored
in a storage medium of a computer controls the computer to be
serving as the detection area defining unit, the determination unit
and the control unit.
Description
CROSS REFERENCE TO RELATED APPLICATION
This application is based on and claims the benefit of priority of
Japanese Patent Application No. 2007-199266 filed on Jul. 31, 2007
and Japanese Patent Application No. 2008-185105 filed on Jul. 16,
2008, the disclosure of which is incorporated herein by
reference.
FIELD OF THE INVENTION
The present invention generally relates to a weather information
detection method along a navigation route toward a destination of a
travel in terms of detection accuracy and scope of influence for
use in a vehicle.
BACKGROUND INFORMATION
Conventionally, navigation systems are used to search a route
toward a travel destination and to provide a guidance of the
searched route for a driver of a vehicle. In a navigation system, a
position of the vehicle is detected and a map around the vehicle
position is drawn on a display together with a vehicle position
mark superposed thereon, and the map is scrolled on the screen for
route guidance as the position of the vehicle is changed due to the
travel of the vehicle.
Further, the navigation systems in recent years are equipped with
communication functions to communicate with external servers and
networks as well as reception functions to receive radio and TV
broadcast and audio playback functions to play audio and/or video
data on CD/DVD media or the like. Particularly, information of
external events such as traffic congestions and/or accidents are
available through the network, and update of map data for new roads
and facilities are delivered from map distribution servers for an
improved convenience of the user.
The communication functions are utilized for reception of weather
information from the external sources, for displaying weather
conditions and/or precipitation of a specific location based on the
received weather information.
However, the navigation system described above is only capable of
displaying the weather information acquired from the servers, and
is not capable of presenting and drawing driver's attention to
notices and warnings (typhoon information for example) in the
traveling direction of the vehicle. Therefore, the driver of the
vehicle has to check the weather notices and warnings after looking
up the destination on the map when he/she uses the conventional
navigation system.
A disclosure of Japanese Patent JP-A-2006-84250 describes a
technique for displaying, for example, a weather forecast including
a predicted course of a typhoon as inserted information on a
display screen that is capable of displaying a roadmap when
guidance points such as the travel destination and/or the current
vehicle position are included in a typhoon influence area.
However, in the technique disclosed by above documents, a
determination is made only to confirm whether or not the guidance
points are included in the typhoon influence area. That is, in
other words, the relation between the guidance route from the
current position to the destination and a weather phenomenon such
as a typhoon or the like is not taken into consideration.
Therefore, the driver of the vehicle is still obliged to check the
warnings after looking up the destination on the map even when
he/she has the navigation system having the above guidance
technique.
Further, the conventional navigation system is not capable of
detecting the weather information in an actual condition even when
the traffic information detection method for detecting the traffic
information along the guidance route toward the destination is
applied to the detection of the weather information due to the
following reasons. That is, the traffic information regarding the
traffic congestions, restriction on traffic lanes or the like is
provided as an influence on the road, and the traffic information
is determined as influential when the guidance route and the road
under the influence of the traffic information is identical. On the
other hand, the weather information such as rainstorm information
should be considered as influential and should be reported for the
driver of the vehicle even when the weather information being
influential in a certain section in the grid of a weather
information map is next to a section where the guidance route is
passing, due to the nature of the weather information that cannot
be clearly divided section to section in the grid map. However, the
conventional traffic information detection method is not capable of
suitably handling the weather information, that is, the
conventional method cannot detect the influence of the weather
information even in the next section of the grid map, thereby
leading to an in-appropriate report of the weather information that
does not reflect the actual condition of the reporting area.
SUMMARY OF THE INVENTION
In view of the above and other problems, the present disclosure
provides a technique for accurately detecting weather information
along a route from a current position toward a destination of a
travel in an actual-condition reflecting manner.
An aspect of the navigation apparatus of the present invention
includes: a travel route determination unit for determining a
travel route of a vehicle; a detection area defining unit for
defining a detection area; a weather information obtaining unit for
obtaining weather information that is set to a first sectional unit
on a map; and a determination unit for deciding whether or not an
affecting area is at least partially existing in the detection area
defined by the detection area defining unit with reference to the
weather information. The navigation apparatus defines the detection
area as an area that is within a predetermined range from the
travel route determined by the travel route determination unit, and
whether or not noteworthy weather phenomenon in the detection area
affects the vehicle is detected. The travel route includes, for
example, a route from a current vehicle position to a destination
of travel and a currently traveling road (e.g., a current road).
Further, the affecting area is made up of the first sectional unit
to which the noteworthy weather phenomenon is set, and the
determination unit determines that the weather phenomenon
corresponding to the affecting area is affecting when the affecting
area at least partially exists in the detection area.
The affecting area of the weather phenomenon is considered as
existing in the detection area when a point on a periphery of the
affecting area exists on a periphery of the detection area.
Therefore, by having the detection area described above, the
weather information along the route toward the destination is
accurately detected in an actual-condition reflecting manner.
Further, the above aspect of the present invention can also be
realized as a program of a computer.
That is, a program of a computer provides a detection area defining
unit a determination unit, and other units of the above navigation
apparatus as a functional unit of the computer that is executed on
the computer. The program for providing those functional units of
the program may be, for example, provided as a record on a storage
medium such as a CD-ROM, a DVD-ROM, an magneto-optical disk, a hard
disk, a ROM, a RAM, or the like to be loaded on the computer for
actually providing functions.
BRIEF DESCRIPTION OF THE DRAWINGS
Other objects, features and advantages of the present invention
will become more apparent from the following detailed description
made with reference to the accompanying drawings, in which:
FIG. 1 shows a diagram showing an outline configuration of a
navigation apparatus in a first embodiment of the present
invention;
FIG. 2A shows a table of a detailed description of weather
information types and contents;
FIG. 2B shows a table of a detailed description of weather warnings
in the weather information;
FIG. 3 shows a table of weather warnings types in the weather
information;
FIG. 4 shows a flow chart of weather information display processing
performed by a control circuit of the navigation apparatus;
FIG. 5 shows a diagram explaining weather information display
processing;
FIG. 6A shows a diagram showing an example display of the weather
information;
FIG. 6B shows a diagram showing another example display of the
weather information;
FIGS. 7A/B show two other diagrams explaining weather information
display processing;
FIGS. 8A/B show yet two other diagrams explaining weather
information display processing;
FIGS. 9A/B show still yet two other diagrams explaining weather
information display processing;
FIG. 10 shows still yet another diagram explaining weather
information display processing;
FIG. 11 shows still yet another diagram explaining weather
information display processing;
FIG. 12 shows still yet another diagram explaining weather
information display processing;
FIGS. 13A/B show still yet two other diagrams explaining weather
information display processing;
FIG. 14 shows still yet another diagram explaining weather
information display processing; and
FIG. 15 shows a diagram showing an example of a section of the
weather information.
DETAILED DESCRIPTION
One embodiment form of the present invention is hereafter explained
based on the drawing. FIG. 1 is a block diagram showing an outline
configuration of a navigation apparatus 20.
(1. Explanation of the Configuration of Navigation Apparatus)
The navigation apparatus 20 includes a position detector 21 which
is carried in vehicles and detects a position, a speed, a direction
of movement, or the like of the vehicle, an operation switch group
22 for inputting various instructions from a user, a remote control
terminal (designated as a remote controller hereafter) 23a for
inputting various instructions as the switch group 22, a remote
control sensor 23b which inputs a signal from the remote controller
23a, an external communication unit 24 which receives external
information from an external information center 5, a map data input
unit 25 which inputs map data etc. from an external record medium
which stores map data and various kinds of information, a display
26 for performing various displays of a map display etc., and a
speech output unit 27 for outputting various kinds of guide sounds
or the like, an external memory 28 which memorizes a variety of
information in a control circuit 29, and the control circuit
29.
The position detector 21 receives transmission signals from the
artificial satellite of a Global Positioning System (GPS) through a
GPS antenna by using a GPS receiver 21a which detects the position,
speed, direction of movement etc. of the vehicle, a gyroscope 21b
which detects the size of the rotational movement applied to the
vehicle, and a distance sensor 21c which detects a travel distance
of the vehicle. Since each of these sensors 21a-21c has an error of
different nature, they are constituted to be used in a mutually
compensating manner. In addition, only some of the above sensors
may be used to constitute the position detector 21, or other
sensors such as a steering rotation sensor and/or tire sensors may
additionally be utilized depending on the required detection
accuracy.
The operation switch group 22 is made from a touch panel integrally
formed on the display 26 and mechanical key switches that are
disposed on a circumference of the display 26. The touch panel is
integrally layered on the display 26, and may use any of various
kinds of sensing systems such as a pressure-sensitive system, an
electromagnetic induction system, an electric capacity system, or a
system that combines some of these systems.
The external communication unit 24 receives weather information
distributed by an FM multiplex broadcast, satellite broadcasting,
radio waves, optical beacons, or the like from the information
center 5. The weather information may be received through telephone
line networks, such as the Internet or the like from the
information center 5.
In addition, the external communication unit 24 corresponds to a
weather information obtaining unit in claiming language.
The map data input unit 25 is an equipment for inputting the
various data memorized by the map data storage media (for example,
a hard disk, a DVD-ROM, etc.) which are not illustrated. The map
data (node data, link data, cost data, background data, road data,
name data, mark data, crossing data, facility data, etc.) as map
information, the voice data for guidance, speech recognition data,
etc. are memorized by the map data storage medium. In addition,
these data may be inputted through a communication network instead
of inputting these data from the map data storage medium.
A display 26 is a colored presentation device, and may be composed
of a device such as a liquid crystal display, a plasma display, a
CRT, or the like. A display screen of the display 26 displays a
mark which shows a current location of the vehicle according to a
position detected by the position detector 21 and a specified map
based on the map data inputted from the map data input unit 25. The
display screen also displays, in addition to the mark of the
current location, a guidance route to the destination, as well as
additional data such as a location name, a landmark, various
facilities, and the like being superposed on top of the current
position mark. Further, as described later, a section of the map
having the weather information set up in accordance to each of
predetermined sectional units may be displayed in a different
display mode so that the section can be distinguished from other
sections of the map (refer to FIGS. 5 and 6).
In addition, the display 26 corresponds to a display unit.
The speech output unit 27 can output the sound of various guidance
of travel route guidance or the like.
The control circuit 29 includes a well-known microcomputer which
has a bus line or the like for interconnecting a CPU, ROM, RAM,
I/O, and other components. Various processing is performed in the
circuit 29 according to the input from the position detector 21,
the operation switch group 22, the remote control sensor 23b, the
external communication unit 24, and the map data input unit 25 as
mentioned above, and, according to the processing, the external
communication unit 24, a display 26, and the speech output unit 27
are controlled. The control circuit 29 performs various processing
by using the data stored in the external memory 28 according to the
program memorized by the ROM or the like.
For example, as navigation-related processing, map display
processing, routing assistance processing, and the like are
considered. Map display processing is a processing which displays
on the display 26 the map around the current position or the like
that is read from the map data input unit 25 by calculating the
current vehicle position as a combination of coordinates and a
travel direction based on each of the detection signals from the
position detector 21. Further, routing assistance processing is a
processing which computes the optimal route from a current position
to the destination, and performs travel guidance for the computed
route based on the point data stored in the map data input unit 25,
and the destination being set up according to operation of the
operation switch group 22, the remote controller 23a, etc. The
technique for automatically setting up the optimal route includes a
technique such as cost calculation by using the Dijkstra method,
which is well known in the art.
Furthermore, the control circuit 29 also performs display
processing of weather information in parallel to above-mentioned
map display processing, routing assistance processing, etc. In
addition, detailed explanation of the display processing is
mentioned later. Further, the control circuit 29 corresponds to a
travel route determination unit, a detection area defining unit, a
determination unit, and a control unit.
The navigation apparatus 20 acquires the weather information from
the information center 5 through the external communication unit 24
as mentioned above. Now, the explanation of the information center
5 is provided.
The information center 5 includes weather information database
which accumulates the weather information for transmitting the
information to the navigation apparatus 20, a circuit terminal unit
which communicates through a communication line (both of the
database and terminal unit not shown) as well as a server (not
shown) which manages data.
The weather information database stores observation information on
the weather, that is, accumulated weather information of the
comparatively wide areas based on information from whether
information providers and/or organizations. The weather information
is accumulated corresponding to each of a predetermined sectional
unit on the map (e.g., a first sectional unit in claiming
language). The predetermined sectional unit may be, for example, a
grid area divided by longitude and latitude lines, or a unit of
administrative boundaries (cf. FIG. 15). In the present embodiment,
the square division of the grid unit having a side element of 14
kilometers divided by latitude and longitude lines is used as the
predetermined sectional unit as illustrated in FIG. 5. In addition,
as a unit of division, a polygonal division unit which shows a form
of areas such as a county, a city or the like may be used (refer to
FIG. 15). Further, in FIG. 15, the county is represented as a
figure surrounded by a thick line, and the city is represented as a
figure surrounded by a fine line. Furthermore, in FIG. 15, hatching
is used to highlight one of plural cities. Furthermore, the weather
information accumulated in the database includes, as exemplified in
FIG. 2A, present condition information and forecast information
including fine weather, rainy weather, a thunder, a storm, etc.,
and, as shown in FIG. 2B, weather warnings including a tornado, a
flood, etc. Moreover, as a classification (i.e., a kind, or a type)
of a weather warning, there are a tornado, a thunderstorm, a
typhoon, a rain, a fog, a sleet, a snow, a hail, etc. (refer to
FIG. 3). In addition, the weather warning corresponds to "a weather
phenomenon which is noteworthy" in claiming language.
(2. Explanation of Weather Information Display Processing)
Next, the weather information display processing performed by the
control circuit 29 of the navigation apparatus 20 is explained with
reference to the flow charts of FIG. 4 and FIG. 5. In addition,
FIG. 5 is an illustration explaining weather information display
processing.
The processing in the control circuit 29 determines, first, whether
the route calculated by the route calculation exists in a buffer
(S105). In being a negative determination (S105:NO), the control
circuit 29 determines whether the vehicle is located on a road
(S150). If it is a negative determination (S150:NO) the processing
returns to re-execute the present processing. On the other hand, in
being an affirmative determination (S150:YES), based on the present
location (a self-vehicle position), the direction of travel of the
vehicle and the map data, the control circuit 29 considers the
currently traveling road as an object of the detection area (S155),
and the processing proceeds to S115. In addition, the detection
area is defined as an area in which whether the noteworthy weather
phenomenon is affecting is detected and determined. Further, the
route calculated by the above-mentioned route calculation and the
road where the vehicle is traveling are the travel route in
claiming language.
Moreover, in S105 in the above description, in being an affirmative
determination (S105:YES), the control circuit 29 sets the route as
the object of setting up the detection area (S110), and the
processing proceeds to S115. Then, the control circuit 29 defines,
from among the objects of the setting up the detection area, a
predetermined area as the detection area according to the following
processing of S115-S130.
First, the control circuit 29 determines parameters for defining
the detection area (S115). In this case, as an example of the
parameters, the travel direction of the vehicle, the speed (or
travel distance) of the vehicle, an expected arrival time, a type
of weather information, whether the vehicle is on an arbitrary road
(i.e., a currently traveling road) or on a guidance route, a road
classification, or the like is considered. Moreover, among those
parameters, there are parameters referred to when the detection
area is determined. More practically, the parameters such as (1) a
distance to an arbitrary point, (2) a travel time to an arbitrary
point, (3) a range of weather information, (4) a travel speed of
the vehicle, (5) a speed limit of the road, (6) a kind of weather
information, (7) the existence of waypoints, (8) a kind of
waypoints, (9) a route shape, and the like are considered. In
addition, although each of the parameters for detection area
determination is set as effective as a default setting, the setting
of effective/not-effective may be chosen by user operation from the
switch group 22. That is, the parameters having the effective
setting are determined as the parameters for the detection area
determination in S115. The following explanation explains the case
where two parameters of (1) "a distance to an arbitrary point" and
(2) "a travel time to an arbitrary point" are determined as the
parameter for the detection area determination as an example. The
case where the other parameters are determined as the parameter for
the detection area determination is mentioned later.
Then, in order that the control circuit 29 may change the detection
area periodically, whether it is the re-determination timing of the
detection area is examined (S117). In addition, when the detection
area has not yet determined in the currently traveling road or the
guidance route that are set as the detection area setting objects,
an affirmative determination shall be carried out at this step. As
the re-determination timing, a timing of guidance route setting and
re-setting, a timing of a current position update, a predetermined
time interval, a timing of speed change, a timing of weather
information update, a timing of road type change, a timing of
waypoint increase/decrease and the like are included. That is, at
least one of the above timings is used as the effective timing of
the re-determination. Moreover, the re-determination timing common
to all parameters may be used, or the re-determination timing
peculiar to each of the parameters may be set up. When each of the
parameters has its own re-determination timing and effective
parameters are arbitrarily chosen, the re-determination timing of
the chosen parameters may be used as effective timings besides the
re-determination timing common to all parameters, or one of the
re-determination timings of the chosen parameters or the
re-determination timing common to all parameters may be selectively
used as the effective re-determination timing. In addition, (1) "a
distance to an arbitrary point" parameter may preferably have a
timing of "a current position update" as its own peculiar
re-determination timing, and (2) "a travel time to an arbitrary
point" parameter may preferably have a timing of "a current
position update" as its own peculiar re-determination timing.
In S117, the processing proceeds to S135 that is mentioned later
when not all of the parameters determined as the detection area
determination is coming to the re-determination timing (S117:NO).
On the other hand, the control circuit 29 determines whether the
threshold value for the detection area change is exceeded about the
parameter for the detection area determination which is coming to
the re-determination timing (S120) when the detection area has not
yet determined in the currently traveling road or the guidance
route that is set as the detection area setting object, or when at
least one of the parameters determined as the detection area
determination is coming to the re-definition timing (S117:YES). In
addition, (1) the threshold value of the detection area change
about the parameter "a distance to an arbitrary point" is defined
as "the distance to an arbitrary point is greater than X mile," and
(2) the threshold value of the detection area change about the
parameter "a travel time to an arbitrary point" is defined as "the
travel time to an arbitrary point is greater than X min." When the
processing has an affirmative determination (S120:YES), a detection
area is changed to be increased or decreased according to the
parameter (S125). More practically, (1) when the threshold value of
the detection area change regarding "the distance to an arbitrary
point" is exceeded, the distance from the guidance route to an
outer boundary is multiplied by a factor of n for an arbitrary
section of the guidance route according to the distance from the
current location to the arbitrary point. In an example, when the
route--detection area outer boundary distance is determined as a
preset distance (e.g., 7 kilometers) in a section of the route
between the current position and a point on the route 10 miles
ahead, the route--detection area outer boundary distance is
multiplied by a factor of two for a section of the route between
the 10 mile ahead point and the 30 mile ahead point, and the
route--detection area outer boundary distance is multiplied by a
factor of 4 for a section of the route between the 30 mile ahead
point and the 50 mile ahead point. The reason for setting the
route--detection area outer boundary distance in the
above-described manner is that the weather phenomenon of highly
possibly coming close to the route at a time when the vehicle
reaches the arbitrary point ahead on the route should be detected
by being included in the detection area. In addition, the detection
area may be formed as an area having a smooth outer boundary by
setting the interval between the arbitrary points to a smaller
value. Further, by first determining the distance between each of
the arbitrary points and the detection area outer boundary, the
detection area may be set as an area that is defined by connecting
the points on the outer boundary for each of the arbitrary points.
More practically, when the distance from the arbitrary point to the
outer boundary of the detection area is specifically determined as
the predetermined distance (for example, 7 kilometers) at the point
of 10 miles ahead, the distance from an arbitrary point to the
outer boundary of the detection area is multiplied by a factor of
two at the arbitrary point of 30 miles ahead, and the distance to
from an arbitrary point to the outer boundary of the detection area
is multiplied by a factor of 4 at the arbitrary point of 50 mile
ahead. In this case, the detection area is formed as an area that
is formed by connecting the outer boundary points of each of the
arbitrary points ahead.
Further, (2) when the threshold value of the detection area change
regarding the parameter of "the travel time to an arbitrary point"
is exceeded, the distance from the route to the outer boundary of
the detection area for a section of a route between the arbitrary
points is multiplied by a factor of n according to the travel time
to the arbitrary point. More practically, for example, when the
distance from the route to the outer boundary is set to a preset
value (for example, 7 kilometers) for a section of the route from
the current position to the point to be reached in 30 minutes, the
outer boundary distance is multiplied by a factor of two for the
section of the route to be reached between 30 minutes and 45
minutes, and the outer boundary distance is multiplied by a factor
of 4 for the section of the route to be reached between 45 minutes
and 60 minutes. In this case, the detection area is defined by the
travel time instead of the distance to the arbitrary points for
detecting the weather phenomenon that comes close to the arbitrary
point on the route at a time of arrival of the vehicle. In
addition, in the case (2) of the parameter of "the travel time to
an arbitrary point," the interval between the arbitrary points may
have a smaller value for having a smoother outer boundary in the
same manner as the case (1) of the parameter of "the distance to an
arbitrary point," or by first determining the distance between each
of the arbitrary points and the detection area outer boundary, the
detection area may be set as an area that is defined by connecting
the points on the outer boundary for each of the arbitrary
points.
Then, the control circuit 29 determines the detection area at S130
(refer to FIG. 5). On the other hand, in being a negative
determination (S120:NO), the processing returns to S117. In
addition, the detection area is formed by a predetermined division
unit on a map (equivalent to a second sectional unit in claiming
language). Moreover, the detection area is formed by using a
sectional unit of a square grid having a side of 7 kilometers
divided by latitude and longitude. In addition, the unit of the
detection area is set up to be smaller than the unit of the
affecting area of the weather phenomenon. Further, about the
detection area, the distance from the arbitrary point to the outer
boundary is set to increase in a stepwise manner according to the
distance from the current position to the arbitrary point. More
practically, for example, whenever the route distance exceeds a
predetermined value, the distance from the arbitrary point to the
outer boundary is increased. In addition, the distance from an
arbitrary point to the outer boundary may be defined by to the
number of grids. Furthermore, the detection area is set up as an
area within a predetermined distance from the current position of
the vehicle. In the present embodiment, an area within 100
kilometers from the current position of the vehicle is included in
a range of the detection area.
Then, the control circuit 29 determines whether a weather warning
exists in the detection area with reference to the weather
information which the external communication unit 24 has acquired
(S135). With reference to the weather information, while the
vehicle travels along the route, whether or not a part of "the
affecting area" which is an area where the noteworthy weather
phenomenon has an influence exists in the detection area in
practice. In addition, an affirmative determination is performed
when the arbitrary point on the outer boundary of the affecting
area of the weather phenomenon is located on the outer boundary of
the detection area. In being an affirmative determination
(S135:YES), the control circuit 29 determines that the weather
phenomenon has the influence, and notify the user of the
determination result (S140). More practically, "the travel route"
such as a currently traveling road or the like as well as "the
detection area" and "the affecting area of the weather phenomenon"
are displayed on the display 26. Then, the processing proceeds to
S145.
On the other hand, in being a negative determination in S135
(S135:NO), the control circuit 29 determines whether it is expected
that a weather warning occurs in the detection area (S160). In
addition, the expected arrival time may be considered in the above
determination. For example, the control circuit 29 determines it
affirmatively when the arrival time of the vehicle to the detection
area and the expected issuance time of the weather warning are
same, and the affirmative determination is notified for the user.
In being an affirmative determination (S160:YES), it is determined
that the weather phenomenon is affecting, and the user is notified
of the determination result (S140), and the processing proceeds to
S145. On the other hand, in being a negative determination
(S160:NO), the processing returns to S117.
Then, the control circuit 29 determines whether or not a re-search
of the route is performed (S145). When the re-search is performed,
for example, according to a diversion from the route or according
to a user operation, or when a traffic condition is changed in the
travel route during a dynamic route search, the processing
determines it as an affirmative determination. In being an
affirmative determination (S145:YES), the processing returns to
S105. On the other hand, in being a negative determination
(S145:NO), the processing returns to S117.
In the following, the case where parameters other than the
following two cases, that is, (1) the parameter of "the distance to
an arbitrary point" and (2) the parameter of "the travel time to an
arbitrary point," are determined as parameters for the detection
area determination is explained.
First, as the parameter (3) "a range of weather information," "the
timing of weather information update" may preferably be set as the
re-determination timing peculiar to the parameter. This parameter
has the threshold value of detection area change defined as a
condition "when the size of the affecting area of the weather
phenomenon is greater than a radius of X mile." That is, when the
threshold value for detection area change is exceeded, the distance
to the outer boundary of the detection area is multiplied by a
factor of n according to the size of the affecting area of the
weather phenomenon. For example, when the affecting area of the
weather phenomenon (a total of grids) is an area of 50 kilometers
square as illustrated in FIGS. 7A/B, the distance from an arbitrary
point to the outer boundary of the detection area is multiplied by
a factor of 2. In addition, the arbitrary point is specified as
follows. That is, whether the detection area of a guidance route
exists within a predetermined distance (for example, 100
kilometers) from the affecting area of the weather phenomenon is
determined for the weather phenomenon having the affecting area
greater than the predetermined range, and, if the detection area
exists within the predetermined distance, the arbitrary point is
determined as a point that corresponds to a portion of the
detection area existing within the predetermined distance. Further,
when the direction-of-travel of the weather phenomenon is available
as weather information, whether the detection area of a guidance
route exists in the direction of travel of the affecting area of
the weather phenomenon is determined, and, when it exists, the
arbitrary point may be determined as a point that corresponds to
the portion of the detection area existing in the travel direction
of the affecting area. This scheme is adopted because the influence
of the weather phenomenon is considered to be larger than usual
when the coverage of the weather information is larger. That is,
the detection area is expanded to cover the larger area for
detecting the weather phenomenon further in advance.
Further, about the parameter (4) "a travel speed of the vehicle,"
"the timing of vehicle speed change" may preferably be set as the
re-determination timing peculiar to the parameter. This parameter
has the threshold value of continuation of the travel under the
speed of X mile/h for a predetermined period for the detection area
change. That is, when the threshold value for detection area change
is exceeded, the distance to the outer boundary of the detection
area is multiplied by a factor of n according to the travel speed
of the vehicle. For example, when the travel speed of the vehicle
is under 10 km/h for a period of 10 minutes as illustrated in FIGS.
8A/B, the distance from an arbitrary point to the outer boundary of
the detection area is multiplied by a factor of 2. Further, when
the travel speed of the vehicle is under 10 km/h for a period of
additional 10 minutes, the distance from an arbitrary point to the
outer boundary of the detection area is multiplied by a factor of
4. This scheme is adopted because the stay of the vehicle at a
certain place tends to be extended when the travel speed of the
vehicle is slow. That is, the detection area is expanded to cover
the larger area for detecting the possibly affecting weather
phenomenon further in advance.
Further, about the parameter (5) "a speed limit of the road," "the
timing of classification change of the traveling road" may be
preferably set as the re-determination timing peculiar to the
parameter. This parameter has the threshold value of "when the
speed limit of the road changes to X miles/h," for the detection
area change. That is, when the threshold value for detection area
change is exceeded, the distance from an arbitrary point to the
outer boundary of the detection area is multiplied by a factor of n
according to the speed limit of the road. For example, as
illustrated in FIGS. 8A/B, when the vehicle enters a road with a
speed limit of 10 miles/h, the distance from the current vehicle
position to the outer boundary of the detection area is multiplied
by a factor of 2. This scheme is adopted because the stay of the
vehicle at a certain place tends to be extended when the speed
limit of the road is low. That is, the detection area is expanded
to cover the larger area for detecting the possibly affecting
weather phenomenon further in advance.
Further, about the parameter (6) "a kind of weather information,"
"the timing of weather information update" may be preferably set as
the re-determination timing peculiar to the parameter. This
parameter has the threshold value of "when specific weather
information exists," for the detection area change. That is, when
the threshold value of detection area change is exceeded, the
distance from an arbitrary point to the outer boundary of the
detection area is multiplied by a factor of n according to the
classification of weather information. For example, as illustrated
in FIGS. 9A/B, when a tornado exists, the distance from an
arbitrary point to the outer boundary of the detection area is
multiplied by a factor of 2. In addition, the arbitrary point is
specified as follows. That is, whether the detection area of a
guidance route exists within a predetermined distance (for example,
100 kilometers) from the affecting area of the weather phenomenon
is determined when the classification of the weather phenomenon is
a specific category, and, if the detection area exists within the
predetermined distance, the arbitrary point is determined as a
point that corresponds to a portion of the detection area existing
within the predetermined distance. Further, when the
direction-of-travel of the weather phenomenon is available as
weather information, whether the detection area of a guidance route
exists in the direction of travel of the affecting area of the
weather phenomenon is determined, and, when it exists, the
arbitrary point may be determined as a point that corresponds to
the portion of the detection area existing in the travel direction
of the affecting area. This scheme is adopted because the influence
of the weather phenomenon is greater than usual when the
classification of the weather phenomenon is considered to be unsafe
for the travel of the vehicle. That is, the detection area is
expanded to cover the larger area for detecting the weather
phenomenon further in advance.
Further, about the parameter (7) "existence of waypoints," "the
timing of the change of the number of waypoints," or "the timing of
route setting (including re-routing)" may be preferably set as the
re-determination timing peculiar to the parameter. This parameter
has the threshold value of "when there is a waypoint," for the
detection area change. That is, when the threshold value of
detection area change is exceeded, the distance from the waypoint
to the outer boundary of the detection area is multiplied by a
factor of n. For example, as illustrated in FIG. 10, when there is
a waypoint, the distance from the waypoint to the outer boundary of
the detection area is multiplied by a factor of 3. This scheme is
adopted because the stay of the vehicle at a certain point tends to
be extended when there is a waypoint. That is, the detection area
is expanded to cover the larger area for detecting the weather
phenomenon further in advance.
Further, about the parameter (8) "a kind of a waypoint," "the
timing of the change of the number of waypoints," or "the timing of
route setting (including re-routing)" may be preferably set as the
re-determination timing peculiar to the parameter. This parameter
has the threshold value of "when a waypoint is a facility of a
specific classification" for the detection area change. That is,
when the threshold value of detection area change is exceeded, the
distance from an arbitrary point to the outer boundary of the
detection area is multiplied by a factor of n according to the
classification of the facility. For example, as illustrated in FIG.
11, when the waypoint is a long-stay facility such as a theme park,
a golf course, etc., the distance from the waypoint to the outer
boundary of the detection area is multiplied by a factor of 5. This
scheme is adopted because the stay in the "long-stay" facility
tends to be extended further than usual. That is, the detection
area is expanded to cover the larger area for detecting the weather
phenomenon further in advance.
Further, about the parameter (9-1) "a route shape," "the timing of
route setting (including re-routing)" may be preferably set as the
re-determination timing peculiar to the parameter. This parameter
has the threshold value of "the route has a multi-pass point where
the vehicle passes at least twice" for the detection area change.
That is, when the threshold value of detection area change is
exceeded, the distance from the multi-pass point to the outer
boundary of the detection area is multiplied by a factor of n. For
example, as illustrated in FIG. 12, when the route that passes a
start point twice is set, the distance from the start point to the
outer boundary of the detection area is multiplied by a factor of
3. This scheme is adopted because the loop shape of the route leads
to a fact that the weather phenomenon may affect the travel of the
vehicle when the vehicle passes the same point for the second time,
which is an important factor in the route determination. Therefore,
the detection area is expanded to cover a larger area around the
multi-pass point for detecting the possibly affecting weather
phenomenon further in advance.
Further, about the parameter (9-2) "a route shape," the
multiplication of the multi-pass point to the outer boundary
distance by the factor of n may be skipped for the first passing of
the multi-pass point (refer to FIGS. 13A/B). In this case, the
detection area where distance to the outer boundary is increased by
n times is not displayed until the vehicle passes the multi-pass
point for the first time (refer to FIG. 13A), and the n time
expanded detection area is displayed once the vehicle has passed
the multi-pass point for the first time (refer to FIG. 13B).
(3. Explanation of the Advantageous Effects)
(1) According to the navigation apparatus 20 of the present
embodiment, the following effects are achieved. That is, in the
weather information display processing, the control circuit 29
defines a predetermined range from the travel route as the
detection area from among the object routes (S115-S130), and
determines whether a weather warning exists in the detection area
with reference to the weather information which is acquired by the
external communication unit 24 (S135). In being an affirmative
determination (S135:YES), the control circuit 29 considers that the
influence by the weather phenomenon is expected, and notify a user
of the influence (S140). More practically, the control circuit 29
displays the travel route, the detection area, and the affecting
area of the weather warning on the display 26. By displaying those
information and by setting the detection area, the detection
operation of the weather information on the travel route to the
destination can be performed in an accurate manner and can be
tailored to suit to the actual weather condition of the detection
area. Further, the positional relation among the travel route from
the current position to the destination, the currently traveling
road and the weather phenomenon such as a typhoon or the like is
presented in an easily recognizable manner, thereby facilitating an
easy prediction of the influence of the weather phenomenon in a
future time for the area in the travel direction of the
vehicle.
(2) According to the navigation apparatus 20 of the present
embodiment, the distance from the arbitrary point to the outer
boundary of the detection area is configured to increase in
proportion to the distance from the current vehicle position to the
arbitrary point in a stepwise manner. In this manner, that is, by
increasing the arbitrary point to the outer boundary distance in
the stepwise manner, the influence of the weather phenomenon in a
future time for the area in the traveling direction can be easily
predicted.
(3) According to the navigation apparatus 20 of the present
embodiment, the control circuit 29 determines the detection area
based on a parameter (S115), and increases/decreases the detection
area according to the parameter (S125) when the detection area
re-determination timing has arrived (S117:YES) and the threshold
value of detection area change is exceeded (S120:YES). Thus, by
using the configuration to change the distance to the outer
boundary from an arbitrary point according to the classification of
the weather phenomenon, the influence of a future weather
phenomenon for the area in the travel direction of the vehicle can
be predicted more easily.
(4) According to the navigation apparatus 20 of the present
embodiment, the detection area is set up to include a predetermined
distance from the current position of the vehicle in the weather
information display processing. By this configuration, the
influence of weather phenomenon which exists around the current
position of the vehicle for the area in the traveling direction can
be predicted more easily.
(5) According to the navigation apparatus 20 of the present
embodiment, the detection area is composed of predetermined
sectional units on the map. In addition, the sectional unit is
formed as a grid divided by the latitude and longitude. In this
manner, the weather information provided for each of the grid areas
divided, for example by the latitude and longitude can be
accommodated.
(6) According to the navigation apparatus 20 of the present
embodiment, the sectional unit for composing the detection area is
configured to be smaller than the sectional unit for composing the
affecting area of the weather phenomenon. By this configuration,
the detection area can be set in a more detailed shape, thereby
facilitating the accurate detection of the influence of a future
weather phenomenon for the area in the travel direction of the
vehicle.
(4. Other Embodiments)
Although the present invention has been fully described in
connection with the preferred embodiment thereof with reference to
the accompanying drawings, it is to be noted that various changes
and modifications will become apparent to those skilled in the
art.
(1) In the above embodiment, the arbitrary point to outer boundary
distance is increased in a stepwise manner when, for example, the
route distance exceeds a predetermined value. However, the distance
to the outer boundary may have a constant value from the arbitrary
point on the travel route.
(2) Further, the distance to the outer boundary of the detection
area from an arbitrary point may be changed smoothly according to
the distance from the current position to the arbitrary point on
the travel route. The influence of the future weather phenomenon
for the area in the travel direction of the vehicle can also be
predicted more easily in a manner described above.
(3) Furthermore, the distance to the outer boundary of the
detection area from an arbitrary point may be changed according to
the travel time to arrive to the arbitrary point. In addition, the
smoothing or the stepwise change of the outer boundary distance
according to the travel time may be taken into consideration. In
this case, the detection area boundary at the arbitrary point on
the travel route may have a distance that is in proportion to the
travel time to arrive to the arbitrary point. Thus, when the
distance to the outer boundary from an arbitrary point is
determined according to the travel time to the arbitrary point, the
influence of the future weather phenomenon for the area in the
travel direction of the vehicle can be predicted more easily.
(4) In the above embodiment, the control circuit 29 displays "the
travel route (such as the currently traveling road, the guidance
route or the like)," "the detection area," and "the affecting area
of the weather phenomenon" on the display 26 (refer to S140 in FIG.
5) when it is determined that a weather warning exists in the
detection area (S135:YES) in the weather information display
processing. However, as illustrated in FIG. 6A, a fact that a
weather warning exists in the detection area may be notified by
changing an indicator color on the display 26. Further, as
illustrated in FIG. 6A, a fact that a weather warning exists in the
detection area may be notified by displaying the weather warning
along the travel route that is presented in a simplified form.
Furthermore, as described above, "the travel route (such as the
currently traveling road, the guidance route or the like)," "the
detection area," and "the affecting areas of the weather
phenomenon" may be displayed on the display 26 together with the
map display based on the map information.
In this manner, the positional relation among the travel route, the
currently traveling road and the weather phenomenon such as a
typhoon can also be easily recognized. Therefore, the influence of
a future weather phenomenon for the area in the travel direction of
the vehicle can be predicted more easily.
(5) In the above embodiment, the grid area for composing the
detection area is divided by the latitude and longitude lines.
However, the detection area may be composed by the sectional area
of polygonal shape, circular shape or other shapes (refer to FIG.
14).
Such changes and modifications are to be understood as being within
the scope of the present invention as defined by the appended
claims.
* * * * *